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2 Sheets-Sheet 1.

(No Model.)

O. SEVIG'NY.

GAR COUPLING Patnted Apr. 23, 1895.

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(No Model.) 2 Sheets-8mm; 2. 0. SEVIGNY.

GAR COUPLING. No. 537,859. Patented Apr. 23, 18-95.

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OMER SEVIGNY, OF ST. GUILLAIIME, CANADA, ASSIGNOR OF ONEIIALF TOZACHARIE THERIEN, OF'SAME PLACE.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 537,859, dated April23, 1895.

' Application filed February 20, 1894:- Serial No. 500,886- (No model.)

To all whom it may concern;

Be it known that I, OMER SEVIGNY, a citizen of Canada, residing at St.Guillaume, in the county of Yamaska, in the Province of Quebec, Canada,have invented certain new and useful Improvements in Gar-Couplings; andI do hereby declare that the following is a full, clear, and exactdescription of the same, reference being had to the accompanyingdrawings, forming a part hereof.

The object of my invention is to provide an effective and safe coupling,in which there will be no loose links or pins, and one that will enablecars of different heights to be safely coupled, and also sundry detailsthat will be hereinafter fully pointed out.

In the drawings, Figure 1 is a side elevation of two cars coupled. Fig.2 is an end view of one of the cars. Fig. 3 is a View of the under sideof a car, Fig. 4 is a side elevation showing one end of a car uncoupled.Fig. 5 is a top view of the drawhead. Fig. 6

is a side elevation of the coupler adapted for use on the tender of alocomotive. Figs. 7, 8, and 9 are modifications of the device forholding the bail on the hook under the drawhead. 1

A is the drawhcad formed integrally with the drawbar B. This drawheadincreases in size laterally to a point about midway from the point whereit joins the drawbar, to the end of the head, then it tapers somewhat tothe end. The upper and lower surfaces of the drawhead are both slightlyinclined, one upwardly and the other downwardly, terminating in lips Owhich project over recessed portions D forming hooks extending from oneside of the drawhead to the other. The lips and recesses willhereinafter be called hooks E. On the lip O isformed an additional lip Ic, which is smaller in breadth than the lip O, and the object of whichwill be hereinafter explained.

Passing through the center of the head A, horizontally, is a bolt f, tothe projecting ends of which are secured the arms of the bail F. Thisbail is of sufficient length to pass over or under the drawhead of anapproaching car and engage the hook E, and when two cars are coupledboth the bails may be used as shown in Fig. 1. Should the bails throughderailment or other cause become disengaged,

the lip 0 will catch the bail, and by the jar top of the hook E and willstill be held by.

the lip c and will, by the continued jarring be shaken into its place.In case of derailment should the bail be thrown on top of the hook,which in all probability it would, the lip 0 would still hold the bailand pull the derailed car, close to the track, without much strain onthe bail, and the derailed car will be in an easy position forreplacing.

In order to manipulate the bails F, from the side of the car; a rod G isjournaled in. suitable bearings on the end of the car having handles g,at either end, and having near its center, that is, at the side of thedrawhead A, an arm H, the end of which loosely holds one side of thebail F, so that by means of either of the handles g, it may be eitherraised or lowered, so as to engage either the upper or lower hook on thedrawhead. Under the end of the car is journaled in suitable bearings arod I. This rod when it reaches the drawhead is bent downward,at arightangle, then forward along the side of the drawhead, to a point near thefront, then under the drawhead, then back again in the same manner onthe other side; thus forming a stirrup J, which holds up the bail F,when coupled to the hook on the under side of the drawhead. The ends ofthe rod do not quite reach the sides of the car, and are provided withhandles 2', which when the stirrup J is closed up are in a horizontalposition, and project in front of the car, in which position they arelocked by the latches K.

In Fig. 6 is shown a drawhead for the tender of a locomotive. It hasonly one hook and that on the under side, the bail F being similar tothe others. It will be seen that these bails will accommodate themselvesto any inequalities in the height of the couplings.

The drawhead A, may be provided with the usual mouth and pin holes, soas to enable them to couple, with cars of the ordinary type.

In Figs. 7, 8, and 9 are shown modifications of the device for holdingup the under bail. In Fig. 7, this consists of a spring L, secured tothe'drawbar at the rear, and held up against the lip c by means of acollar Z, the front end of the spring being turned down, so theapproaching bail may force its way in. The spring is sufficiently strongto hold up the bail, but vpressure on the handle Q will force it down.In Fig. 8, is shown a device in which the rod I is similar to thatdescribed before only that instead of the stirrup an arm M is used, therod I reaching to one side of the car only. In Fig. 9 an arm N is hingedunder the drawbar,its forward end adapted to be pressed against theunder side of the drawhead by a cranked arm, 'n carried by the rod I.

I am aware of Patent No. 221,797, issued to hs OMER SEVIGNY.

mark

In presence of- OCTAVE DUBAY, THOS. LOUZIUR.

